Heating apparatus for railway cars



4 Sheets-Shut 1 .lllulllia Jnvemor AH! 1'0 Franco per July 28, 1931. A. FRANCO ,3 9

- HEATING APPARATUS FOR RAILWAY clms -F11gd Feb. 10, 25 4.She9ts-Shoei 2 July 28", 1931.. A. FRANCO 1,816,369 BEATI? APPARATUS FUR RAILWAY CARS Filed Feb. 10, 1925 4 Sheets-Sheet 3 July 28, 1931. A. FRANCO 1,816,369

HEATING APPARATUS FOR RAILWAY CARS- Filed Feb. 1 1925 4 Sheets-Sheet 4 Ami a 1 mm BY t t ATTORNEYS..

- Referring. to Figs 1% to- 4;

Patented July 28, 1931 MT E il) SJHTATES- v A r'rILIo FRANCO, or: Irene HEe'iING APPARATUS more; RAILWAY. CARS- Application 'filcd February 1925; Serial No. 8,215,;and in Italy Februarvll,

The. present invention hasqfor its, subject matter a novel system ofheatingrailway cars by means. of hoti Water. The term railway cars as used throughout; the

5 specification and claims includes freight'cars as Wellas passenger coaches.

In the accompanying drawings. some forms .ofthe invention are illustrated" by way-of example. Y Fig. 1. gives thegeneral diagraniotthe novel .heating; systenn Figs. 2 and .3; respectively are a longitudi nal elevation and a plan showing, the heating system asappli'ed; by Way of; example, to;a.;passengercoach..

Fig.; 4: shows.theheatingplant installed one locomotive having the. fire-box at. its front.- end.

Figs. 5; and. 6;show; in longitudinal; ele vation;v and. plan respectively, the arrange ment according to the invention asapplied to a passenger coach having doors only at the. ends of the coach.

Figs. 7 and 8 show inl ngitudinaleleVaT tion. and plan. respectively.- the arrangement according to, the. invention as applied; to a passenger coach in which.v the doors are; dis.- trihuted along thewhole. length otthe coach.

Fig. 9-is. a. horizontal section ofjthecori plings onthe endsof' each car when water is used for heating or refrigerating the .traini Eigi lililsaai horizontalisectionoflthereonplings on! the. ends of each car, when, steam isv used for heating thetrain.

1: is a. tubular pressure. boiler forJheating the-,Water; 2 BJICla 3'; are respectively, the Water inlet; and the water.outlet pipes-thereofg l and 5.- are respectively. the inlet and the outlet.- pipes .fonthe combustion gases; or! exhaust steam that are used to. heat; the Wnterg .the-xhot gases or exhaust; steam flowing outside: and the waten flowing inside of the. tubesprovided: in; the. boiler I 1: I Gyis a pump drivenin anyconvenientrmanr ner, A drawing the water-through. the suction pipe 7 from the atmospheric pressure. tank 8; and forcingit. through the.' delivny pipe 9, into theiinletrpipe. 2., boiler" 12 and Outlet pipe 3. 1

From-thepipe 3 a branch 3"leads to a cook 10, and another branch 3 "to a cock 1-1 A flexible hose 12connects the cock 10-, which is mounted on the locomotive, to the a main pipe line13 running along the "train In th'ebranch 3 leading to the cook- 11 is fitted an injector 14; conveying the fluid in the direction indicated by the arrow a towar'dsthemain pipe line 13.

The cock ll'is further connected-to a pipe 15 through which live steam can-be sup plied by'the' locomotives boiler to the in: jector 14: when the cock 1]. isop'en.

' Between the boiler 1 and the injector 14, a cock 16 is provided in the pipe 3 in order 05 to control the flow of the Water supplied through boiler 1, pipe 2 pump 6'by tank 8;

A pipe 17branches from the pipe '3" and is connected to a cook 18; to this cock ISL-is V connected also a pipe 19, through Wl iclrthe 79 Water from the locomotives b'o'iler can be directly conveyedto the cock 18*and pipe 17;

On the pipe 17 a stop valve 20 is'fitted, controlling the boiler Water supply to the pipel7. i

Between the boiler 1 and'the' pump 6- a cock 2 lfis; provided in the pump delivery pipe 2 for the purpose of controlling the Water-flow from thepump 6 into a pipe one end of which is; connected to sneak 23 and therewith to a flexib1e hose24. In this manner the pipe 22 provided: on the lpcomotive is connected, through the lien: e h se 2 w l? e em nitl. d i h. pipe. i e- .heet 'ie e W ole rain.-

T ep p the efo re i e h when water. ree. t ma s P n n l f h Q Q Q csfi he m qni': cation between the pipe 22 and, the ipee, thi te Q Q. :-Q9 k. e bq 2;), is connected on one, side to meiapoeee (serving v to cool downthe srater) on he ere de. hr usl pipe 2. 5 ml he tmesnh ri p ssu e @21 8-; Thi 95 end h die erflfi ere nt ls eeee e -hyr rip The. ock. ay; con ec he: p ne .2m

he: adiator 6 a d disconnect. t; fr m the and tank 8,

connect the pipe 22 to the pipe 27 and tank 8 and disconnect it from the radiator 26.

A switch cock 29 serves to reverse the direction of flow in the suction pipe 7 and delivery pipe 9 of the pump, or in other words to make 7 work as delivery pipe and 9 as suction ipe.

By operating the cock 29 the pipes 7 and 9 can be so interconnected that, without reversing the movement of the pump, the pipe 7 draws the water through the duct 30 (shown in dotted lines) from the pipe 2 instead of forcing it thereinto, and the pipe 9 forces the water, through the duct 31 (shown in dotted lines), into the tank 8, instead of drawing it therefrom when it is desired to empty the main pipe line by means of the pump 6 and to convey its water back into the tank 8.

On the contrary, when the train is to be heated, the left halves of the ducts 30, 31 form an intermediate portion of the suction pipe 7, while the right halves of said ducts form a portion of the delivery pipe 9. 1 .At a convenient point a cock 32 is fitted on the pipe 2; to this cock a pipe 33 is connected, through which steam from the locomotive boiler may be supplied.

The main pipe line 13 is divided essentially into two thermal sections.

The first section starts from the cock 10 and extends to a joint 35; the second section starts from the cock 23 and extends to a joint 34; a pipe connection 36 connects the two sections.

The thermal section extending from 10 to 35 is the outgoing branch, the thermal section extending from 23 to 34 is the ingoing or return branch.

Each of the two sections may be used at will as outgoing or as return branch.

In the path of the main pipe line 13 are several spaces to be heated indicated in Fig 1 by the rectangles 37, 38, 39, 40; 41, 42, 43, 44;and 45, 46, 47,48.

Each rectangle contains a length of the outgoing and an equal length of the return thermal branch, and the sum ofthe surfaces of the said two pipe lengths constitutes a constant of the heating plant in the sense that the total heat given off, for instance, by the two lengths (4950) and (5152), is always constant, whatever may be their position and their distance from the water boiler 1.

Equal heating of the spaces A and B, see Fig. 1, will result from an average water temperature of 100 C. in the length (GI-62) of the outgoing branch in the space A; 84 C. in the length (63-64) of the outgoing branch in the space B; 80 C. in the length (65-66) of the return branch in the space B; and in consequence approximately 64 C. in the length (6768) of the return branch in the space A.

4 age o of the said surface.

The amount of heat given off to the space B is proportional to the radiating surface and to the average temperature of the said surface. Since the radiating surfaces are equal in the two spaces, the amounts of heat given off to the two spaces will also be equal.

Each compartment, in addition to the horizontal pipes above described, contains a system of vertical pipes. As shown in Fig. 1 vertical pipes 118 are connected to the outgoing branch and pipes 120 are connected to the return branch. The heating surface of the vertical pipes 118 is always equal to the heating surface of pipes 120 within each compartment so that equal heating of all compartments as previously stated is not disturbed.

The vertical pipes 118 within one car are all connected together at the tops thereof by a slightly inclined longitudinal pipe 122 which is provided with a cock 123 at the highest point. Also the pipes 120 within one car are all connected at the tops thereof by a slightly inclined longitudinal pipe 124 which is provided with a cock 125 at the highest point thereof.

The heating pipes 118 length, vertical pipe and the slightly inclined longitudinal pipe 122 connected to the outgoing branch are designed and selected so that the combined heating surface thereof is equal to the combined heating surface of the pipe length, pipes 120 and the slightly inclined longitudinal pipe 124 connected to the return branch.

The main pipe line 13 may be subdivided into any desired number of lengths by providing for each length four special threeway cocks described hereinafter.

The pipe line lengths contained in the space 37, 40, 48, 47 have at the ends thereof the 3-Way cocks 69, 7 O, 71 and 72; branches 73 and 76 of the 3-way cocks 69 and re spectively lead to by-pass pipe 77 and branches 74 and 7 5 of 3-Way cocks 72 and 71 respectively lead to by-pass pipe 7 8.

By operating the said 3-way cocks the water can be taken from the main pipe line 13 and conveyed through the pipes 77 and 78. It is possible thereby to cut off the pipe line portion in the space 37, 40, 48, 47 without diminishing or stopping the circulation of hot water in the remainder of the pipe line 13. i

sex-sa lhe. pump .G-shown in Fig.1, not onlycircula'tes the watenthroughthe heating plant,

but also serves to regulate the heat delivered to 1 the radiators, since'f th'e heat ,delivered thereto is proportional to said pump speed.

heatthe water in the system whenever it cannot be adequately fheatedfin the boiler 1.

lithe object of the injector 14 is to assist in ncreasing the velocity ofthe .water circulation in the main pipe line .13.

",Fig's 2 and 3 illustrate in longitudinal elevation, and plan respectively the arrangeirient of the main pipe line'as applied to a railway passenger coach. I I I The outgoing branches 84 and the water return .b ranchesf85 are positioned in the passenger coach as shown in 3.

" Each compartment 86, 87, 88, 89, 90, 91 containsthe two outgoing and return thermal lengths having the necessary surfaceto form rt he heating constant.

. special hre eway cocks 92, 93, 94, 95 serve tocontrol the heating of each car or coach. The auxiliary cocks 96, 97, 98, 99, are part of the 3-way cocks 92, 93, 94, 95 respectively and serve to control the circulation of hot water in by-pass pipes 100.

Fig. 4 shows the heating plant installed on a locomotive, the fire-box of which is arranged at the front end of the locomotive.

In this figure, 107 is the water circulating pump, 108 the injector, 109 the switch cock fitted on the pump suction and delivery pipes, 110 the atmospheric pressure water tank, 111 the live steam supply pipe, 112 the radiator for cooling down the water, 113 the suction piping through which water is drawn from the tank 110 by the pump 107, 114 is the water boiler, 115 is the free flow pipe through which the return wateris delivered back into the tank 110.

It should be noted that with steam locomotives the hot water intake for the main heating pipe line might be placed directly on the locomotives boiler in accordance with what has been set out in reference to the general diagram given in Fig. 1 through pipe 19, cook 18, stop valve 20 and piping 17 According to the modifications shown in Figs. 5 to 10 additional pipes and cocks are provided in order to make it practicable to discharge the water from each vehicle without disconnecting the hose pipes that connect the end cocks of one car to those of the adjacent car. Further objects of said modifications are: to avoid the noxious elfect of occasional water hammering, to prevent the formation of air pockets and consequent restriction of the passage area of the heating or refrigerating piping, and to permit the use at will of either steam or hot water for heating, and water or refrigerating solutions (brine .for instance) for refrigerating freight ca rs.

".WithYreferenceto F'gs. .5 and 56, I

outgoing and '117 [the return thermal branch ;5 L118 are-the ,ve'ritical pipes joining the outgoing branch 116 at .119, at the ,highestpo intsof sai dubranch; .120 are "the similar vertical pipes joining the branch 117 at the .latters highest points 121; 122 is ,the pipe extending through the car and 7 serving to connect thetops of the uprights 118 withea'ch other; 123 is the cock provided at the highestpoint of the pipe .122; 124 is the pipe extending throughlthe car and servingto connect thetops of the uprights with each other; 125 is the cock provided at the highest point of pipe 124..

Pipes 1 2,6 serve .to drain the water from the branch 116 into thepipe .127. The pipe 127 is arranged outside of and below the car frame, a cock 128 being provided atits lowest point. Pipes 129 serve to drain the water from the'branch 117 into the pipe 130 which is also arranged outside of and below the car frame, 131 being thecock provided at the lowestpoin t.

132, 133, 134 and .135 are the :four pairs of plain and auxiliary cocks, see 6, mentioned above with reference to Figs. .2 and 3. suitably operating these cooks the water can'be switche'd'ifrom the mains branches 116 and, 117 into the lay-pass pipe 130 arranged outside of the car. At the lowest point of this pipe a' set provided consisting of a steam separator 137, a steam trap 138, and a cock 1 39iinterposed between 137 and 138. 1 10 are 'the'fou'r coach door openings providedfat the two ends of the passenger 'coa'ch under consideration.

'In Figs' 7 and '8, 1 11 are the door openings provided along the sides of a passenger ,Qo'aeh. "Owing to 'the'iposition of the doors, the lengths 1fl2 1 13 of the outgoing and return branches of the heating main are arranged partly in the eonlpaa eats and partly outside of said compartments in a difierfent l nan'ner from afar indicated for the corresponding pipe lengths 116' and 117 in Figs 5 and ,6, whereas the arrangement and position bf theremaining pipes and I issues in the di TQO Qh f the arrow 6 through the passage on its return the water flows in the direction of the arrow 0 through the passage 1% into the length 153 of the return branch and, finall ra l ing n t d e ion of th arrow o s hrough theogk Pa sage. :1

The passages 148, 1&9, 150 and 151 of the auxiliary cocks are shown closed; accordingly no water can pass from the lengths 152 and 153 through the ducts 154, 155, 156 and 157 into the pipe 158 arranged outside of and below the car.

The position indicated in Fig. 12 for the cock-plug passages is the normal one when water is used for heating or for refrigerating the cars. Fig. shows the position of the main cock plug passages 165, 166, 167, 168 and of the auxiliary cock plug passages 169, 170, 171, 172, when steam is used to heat the train.

Assuming the steam to enter in the direction of the arrow e, the position of the main passages 165, 166, 167 and 168 compels the steam in all cars to pass through. the underlying pipes 176. Since, however, the auxiliary cock-plug passages 169, 170, 171 and 172 are then open, a portion of the steam flowing through the pipe 176 will pass through the ducts 177 and 178 into the thermal branch 179 and through the ducts 180 and 181 into the thermal branch 182 and heat the vehicle. The condensate forming in the thermal branches 179 and 182 will be discharged (as shown in. Fig. 5) through the passages 126 and 129, when the cooks 128, 131 are open; while the condensate forming in the pipe 176 will be discharged through the steam trap 138 connected to the steam separator 137 as shown also in Fig. 5.

While I have used the term railway car in the claims, I wish it to be understood that the invention as defined may be applied equally well to each compartment of a car and that such a construction comes within the scope of my invention.

Having now particularly described and ascertained the nature of my invention and in what manner the same is to be performed, I declare that what I claim is:

1. In a railway car, heating apparatus for said car, comprising, in combination, a main pipe comprising an outgoing branch and a return branch, a pair of 3-way cocks connected in said outgoing branch, a heating pipe length in said car and a by-pass pipe connected in parallel between said cocks, a second pair of 3-way cocks connected in said return branch, a second heating pipe length in said car and a second by-pass pipe connected in parallel between said second pair of cocks, said first heating pipe length and said second heating pipe length having equal heating surfaces.

2. In a railway car having a roof, heating apparatus for said car, comprising, in combination, a main pipe comprising an outgoing branch and a return branch, a pair of 3-way cocks connected in said outgoing branch, a heating pipe length in said car and a by-pass pipe connected in parallel between said cocks, a plurality of vertical pipes connected at intervals to said heating pipe length, a longitudinal pipe near said roof, the upper ends of said vertical pipes being connected to said longitudinal pipe, 21 second pair of three way cocks connected in said return branch, a second heating pipe length in said. car and a second by-pass pipe connected in parallel between said second pair of cocks, a second plurality of vertical pipes connected at intervals to said second heating pipe length, a second longitudinal pipe near said roof, the upper ends of said second plurality of vertical pipes being connected to said second longitudinal pipe, valves positioned on the ends of said lon itudinal pipes, the combined heating surfaces of said first heating pipe length, said first vertical pipes and said first longitudinal pipe being equal to the combined heating surfaces of said second heating pipe length, said second plurality of vertical pipes and said. second longitudinal pipe.

Signed at Milan, Italy, this 16th day of January, 1925.

ATTILIO FRANCO. 

